CN103158694A - Clutch control device of hybrid vehicle - Google Patents
Clutch control device of hybrid vehicle Download PDFInfo
- Publication number
- CN103158694A CN103158694A CN2012105368491A CN201210536849A CN103158694A CN 103158694 A CN103158694 A CN 103158694A CN 2012105368491 A CN2012105368491 A CN 2012105368491A CN 201210536849 A CN201210536849 A CN 201210536849A CN 103158694 A CN103158694 A CN 103158694A
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- Prior art keywords
- clutch
- power
- transfer clutch
- control device
- transfer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/60—Control of electric machines, e.g. problems related to electric motors or generators
- B60Y2300/66—Control for gear shift synchronisation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/70—Control of gearings
- B60Y2300/73—Synchronisation of shaft speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/106—Engine
- F16D2500/1066—Hybrid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3041—Signal inputs from the clutch from the input shaft
- F16D2500/30415—Speed of the input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/3042—Signal inputs from the clutch from the output shaft
- F16D2500/30426—Speed of the output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention provides a clutch control device of hybrid vehicle. The clutch control device of a hybrid vehicle, which can engage a clutch in the case of the impossibility of clutch engagement due to temporary factors, and which can easily and accurately determine whether or not engaging members of the clutch have been successfully engaged, is provided. The clutch control device controls the clutch having a pair of the engaging members which are provided in a power transmission path of the vehicle, and which are moved in the axial direction and engaged or released when switching is performed between power from a motor and power from an engine. The clutch control device has a clutch rotation control unit for controlling the rotations of the pair of engaging members to be synchronized when the clutch is shifted from a disengaged state to an engaged state, and a clutch engagement control unit for determining whether or not the engaging members have been engaged, based on whether the difference between the rotational numbers of the engaging members after a predetermined time has elapsed since the movement of the rotation-synchronized engaging members in the axial direction is within a predetermined rotational number difference.
Description
Whole disclosures of the Japanese patent application No.2011-272804 that on December 13rd, 2011 submitted to are incorporated by reference herein.
Technical field
The present invention relates to a kind of clutch control device of motor vehicle driven by mixed power.
Background technology
In recent years, motor vehicle driven by mixed power developed and its practical application constantly increases, and this motor vehicle driven by mixed power is to allow the combination of the propulsive effort of propulsive effort by motor and engine to travel.The motor vehicle driven by mixed power that for example adopts series connection method and the motor vehicle driven by mixed power that depends on parallel method are arranged in motor vehicle driven by mixed power, adopt in the motor vehicle driven by mixed power of series connection method at those, vehicle travels by the propulsive effort of motor, and engine is as the propulsion source of electrical generator, and depend in the motor vehicle driven by mixed power of parallel method at those, vehicle travels by the propulsive effort (a perhaps propulsive effort by engine) of engine and motor.Alternatively, there are those motor vehicle driven by mixed powers that switch according to the operational scenario of vehicle between following driving mode: the EV driving mode, in this EV driving mode, vehicle only travels by the propulsive effort of motor; The series connection driving mode has been used above-mentioned series connection method in this series connection driving mode; With driving mode in parallel, used above-mentioned parallel method in this parallel connection driving mode.
In switching between these driving modes, be arranged on power-transfer clutch in Power train separated or engage to switch between power transfer path.That is, motor is connected to driving wheel, and engine is connected to driving wheel via power-transfer clutch.In EV driving mode and series connection driving mode, power-transfer clutch keep to separate, and only is passed to driving wheel from the power of motor.In driving mode in parallel, power-transfer clutch is in engagement state, and the power of the power of engine and motor all is passed to driving wheel.
For example, a kind of clutch control device of describing in known patent document 1, it is used for control clutch in the above described manner.The clutch control device of describing in patent documentation 1 is a kind of clutch control device for control clutch, this power-transfer clutch comprises: the pair of engaging member, this pair of engaging member is arranged in the power transfer path of vehicle, and relatively mobile to be engaged with each other or to separate on axis direction; And drive element, this drive element is used for propulsive effort being acted at least one of this pair of engaging member to guide it towards another engagement member according to the bid value that is input to drive element; Wherein, clutch control device carries out Engagement Control, be used for to be redefined for the predetermined command value input drive element of bid value, this bid value makes the pair of engaging member enter complete engagement state, if after the predetermined command value has been imported into drive element in Engagement Control, judge that this pair of engaging member is not in complete engagement state, clutch control device is changed into a value with bid value, and this value is corresponding to than corresponding to the larger propulsive effort of the propulsive effort of predetermined command value.Namely, utilize this clutch control device, even when the engagement member that yet judges power-transfer clutch in the situation that has temporary transient inclination or obstacle also is not engaged, control the propulsive effort on engagement member with increasing action in the power-transfer clutch joint is attempted, thereby power-transfer clutch engaged.
[prior art document]
[patent documentation]
[patent documentation 1] JP-A-2010-281397
Summary of the invention
[the problem to be solved in the present invention]
Usually, utilize hydraulic clutch, detect by utilizing pressure sensor that pressure on the engagement member of power-transfer clutch is whether constant judges whether engagement member is engaged.Yet pressure sensor is difficult to correctly gaging pressure, and has and identify mistakenly that power-transfer clutch is engaged or separated possibility.
And when using hydraulic clutch as power-transfer clutch, under the low state of the oil temperature of power-transfer clutch, for example under cryogenic conditions, power-transfer clutch can be engaged by Min. ground.Therefore, due to transient factor, may there be not engagement state of power-transfer clutch.In this case, power-transfer clutch can be engaged, and it is impossible but judging into its joint.Therefore, exist the power-transfer clutch can not engaged possibility.Especially, the driving mode vehicle that can be as previously mentioned switches to driving mode in parallel from the series connection driving mode has the chance of the joint of much realizing power-transfer clutch.Power-transfer clutch is engaged if can not judge rightly in this vehicle or separated, even power-transfer clutch can engage, vehicle can not travel with suitable driving mode.
Under these situations, the object of the invention is to solve above-mentioned prior art problem.The object of the present invention is to provide a kind of clutch control device of motor vehicle driven by mixed power, this clutch control device can can't make power-transfer clutch engage due to transient factor, for example in the situation that be difficult to make power-transfer clutch to engage under the state that for example oil temperature of the power-transfer clutch under cryogenic conditions is low, power-transfer clutch is engaged, and whether this clutch control device can successfully have been engaged the engagement member of power-transfer clutch and carry out simple and judge rightly.
[method of dealing with problems]
a kind of such clutch control device according to the clutch control device of motor vehicle driven by mixed power of the present invention, this clutch control device is for separation and the Engagement Control of the power-transfer clutch that carries out motor vehicle driven by mixed power, this motor vehicle driven by mixed power has: be formed on propulsive effort bang path wherein, be used for propulsive effort is delivered to driving wheel from engine via power-transfer clutch, with the rotational force bang path, in this rotational force bang path, electro-motor is connected between power-transfer clutch and driving wheel and is delivered to driving wheel with the rotational force with electro-motor, wherein, this power-transfer clutch comprises: the first clutch plate, and propulsive effort is imported into this first clutch plate from engine, with the second clutch plate, this second clutch plate engages the first clutch plate to form the propulsive effort bang path, the second clutch plate is configured to the rotary synchronous with electro-motor, and this clutch control device has decision means, when clutch control device is carried out the separation of power-transfer clutch and Engagement Control when switching to the second driving mode from the first driving mode, first clutch plate in predetermined engagement time after the beginning engaging clutch and the revolution difference of second clutch plate are equal to or less than under the condition of predetermined value, the joint of this decision means judgement power-transfer clutch is completed, in described the first driving mode, vehicle only utilizes the rotational force bang path and travels, and described the second driving mode utilizes the propulsive effort bang path.Due to these features, whether the power-transfer clutch that can easily and judge rightly is engaged.In addition, because engaging, power-transfer clutch occurs in predetermined engagement time, power-transfer clutch is engaged, for example at power-transfer clutch in the situation that for example be difficult to engage under the state of the low oil temperature of the power-transfer clutch of cryogenic conditions, power-transfer clutch also can be engaged.
Preferred embodiment of the present invention is: when the joint of clutch control device judgement power-transfer clutch is not also completed, clutch control device begins the joint of repetition power-transfer clutch, and the count value of the number of times of not completing according to the joint that judges power-transfer clutch or proofread and correct predetermined engagement time according to the oil temperature of power-transfer clutch.
Preferably, judged that the count value of the number of times that the joint of power-transfer clutch is not completed is higher, predetermined engagement time becomes longer.Also preferably, the oil temperature of power-transfer clutch is higher, and predetermined engagement time becomes longer.Because the more difficult arrival engagement state of power-transfer clutch, so extend predetermined engagement time when judging when engaging unsuccessfully.By doing like this, power-transfer clutch is more easily engaged under the low state of the oil temperature of the power-transfer clutch of for example cryogenic conditions.
Preferably, the count value of the number of times that clutch control device will not completed based on the joint that judges power-transfer clutch and very first time of setting and the second time of setting based on the oil temperature of power-transfer clutch is as predetermined engagement time, and whichsoever the time longer.Because this feature can more suitably be set predetermined engagement time according to the state of power-transfer clutch.
[effect of the present invention]
Clutch control device according to a kind of motor vehicle driven by mixed power that the present invention relates to, can present following outstanding effect: clutch control device can can't make power-transfer clutch engage due to transient factor, for example is being difficult under the low state of the oil temperature of the power-transfer clutch of for example cryogenic conditions that at power-transfer clutch power-transfer clutch is engaged; And can be easily and the engagement member of the power-transfer clutch that judges rightly whether successfully be engaged.
Description of drawings
Fig. 1 is the schematic diagram according to the vehicle of embodiment 1;
Fig. 2 is the block diagram according to the control unit of embodiment 1;
Fig. 3 is the view that shows according to the control flow chart of embodiment 1;
Fig. 4 is the view that shows according to the control flow chart of embodiment 1;
Fig. 5 is the view that shows the time diagram when successfully engaging according to the control of embodiment 1;
Fig. 6 is the view that shows the time diagram in the time can't engaging according to the control of embodiment 1;
Fig. 7 is for the view of explanation according to the control of embodiment 2.
The specific embodiment
Referring now to Fig. 1 to 6, the first embodiment of the present invention is described.
Under normal operation, above-mentioned vehicle 1 is in the separated state of power-transfer clutch 8.In this state, do not have power to transmit between output system 7 and Power train 2, vehicle 1 travels under the driving of motor 4.That is, under normal operation, vehicle 1 is selected such driving mode, and this driving mode is the first driving mode (EV driving mode and series connection driving mode).Here, be used for by motor 4, the rotational force bang path being appointed as in the path that rotational force is delivered to Power train 2 at the first driving mode.When driver output that the propulsive effort by motor 4 under the state of running at high speed etc. need again can not to obtain, power-transfer clutch 8 is engaged, thereby the propulsive effort of engine 6 is passed to Power train 2, and the propulsive effort (perhaps using separately the propulsive effort of engine 6) and the vehicle 1 that therefore increase engine 6 travel under this state.That is, in this case, vehicle 1 is selected such driving mode, and this driving mode is the second driving mode (driving mode in parallel).
As shown in Figure 2, clutch control unit 12 is equipped with power-transfer clutch rotation control unit 21, power-transfer clutch Engagement Control unit 22 and clutch mode control unit 23.Vehicle 1 also is equipped with vehicle speed detection unit 31, motor revolution detecting unit 32 and the engine revolution detecting unit 33 for the clutch control by clutch control unit 12.Each detecting unit detects respectively car speed, motor revolution and engine revolution according to the testing result of related sensor.The below will describe each detecting unit in detail.
When the rotation of the first engagement member and the second engagement member synchronous during input clutch engagement command signal, power-transfer clutch Engagement Control unit 22 driving clutch electromagnetic valves (solenoid valve) to be improving clutch pressure, thereby engagement member is moved on axis direction.According to when beginning from engagement member to pass through after mobile when presetting estimated time, whether the difference between the revolution of the first engagement member and the second engagement member is in predetermined range, and power-transfer clutch Engagement Control unit 22 judges whether successfully to engage.That is, if in predetermined range, judging, the revolution difference after passing through estimated time successfully engages.If greater than predetermined value, judge that the first engagement member and the second engagement member can not be engaged with each other in the revolution difference of process after estimated time.
Particularly, in case propulsion source is switched to engine, the joint of engagement member is completed, and the first engagement member and the second engagement member are in fully directly coupled condition.Therefore, there is no difference between the revolution of the first engagement member and the second engagement member.On the other hand, if engagement member is not rejoined when propulsion source is switched to engine (being under the state of part power-transfer clutch joint), slippage (slip) and revolution increase appear in the rotation of engine side.Therefore, between the revolution of the first engagement member and the second engagement member, difference appears.These revolutions are obtained by motor revolution detecting unit and engine revolution detecting unit.
Obtained by figure or the table of power-transfer clutch Engagement Control unit 22 from be pre-stored in power-transfer clutch Engagement Control unit 22 estimated time.Figure or table show that estimated time and the power-transfer clutch of describing after a while do not engage the relation between the judgement count value.In figure or table, it is larger that power-transfer clutch does not engage the judgement count value, just becomes estimated time longer.
22 judgement engagement members have successfully connected (joints) when power-transfer clutch Engagement Control unit, the joint of this power-transfer clutch Engagement Control unit 22 maintenance power-transfer clutchs, thus vehicle is switched to driving mode in parallel and continues to travel.When power-transfer clutch Engagement Control unit 22 judgement engagement members 80 connected (joints) failure, the Engagement Control of power-transfer clutch Engagement Control unit 22 termination power-transfer clutchs also discharged engagement member.That is, vehicle can not be switched to driving mode in parallel, and travels with series connection driving mode (or EV driving mode).
When clutch mode control unit 23 determined that power-transfer clutch Engagement Control unit 22 can not make engagement member 80 engage, clutch mode control unit 23 arranged judgement symbol, and power-transfer clutch is not engaged the judgement count value added counting.That is, power-transfer clutch does not engage the judgement count value and increases to N+1 from N.During setting sign, clutch mode control unit 23 continues to the clutch control unit 12 and carries power-transfer clutchs to engage prohibited modes until vehicle stop.This is because because reattempting continuously during Vehicle Driving Cycle exist to engage again failed possibility, so provides time enough for the time of the viscosity recovery of clutch oil.During power-transfer clutch engaged prohibited mode, as mentioned above, even under the running state that guarantees driving mode in parallel, clutch control unit 12 can not carried out power-transfer clutch yet and engage.In case vehicle stop, clutch mode control unit 23 clear flags engage Licensing Model to carry out power-transfer clutch.In power-transfer clutch engaged Licensing Model, when vehicle travelled with series connection driving mode or EV driving mode, for vehicle being switched to driving mode in parallel, clutch control unit 12 can again carry out power-transfer clutch and engage.
When power-transfer clutch engages when will again be carried out, the revolution of each engagement member by synchronous as described above, then realizes that by power-transfer clutch Engagement Control unit 22 power-transfer clutch engages by power-transfer clutch rotation control unit 21.
The estimated time that to set by power-transfer clutch Engagement Control unit 22, the figure by power-transfer clutch Engagement Control unit 22 pre-stored was set, as mentioned above.Here, the power-transfer clutch in this control does not engage judgement count value (N+1) and does not engage judgement count value (N) large 1 than the power-transfer clutch in control in front.Therefore, be longer than estimated time in front control the estimated time in this control.Run up time when being longer than power-transfer clutch joint judgement in front because be used for becoming the run up time of power-transfer clutch is so the oil temperature of power-transfer clutch rises.Because this temperature rises, when engagement member can engage, the revolution of engagement member became equal.According to this fact, power-transfer clutch Engagement Control unit 22 determines that power-transfer clutchs engage.Therefore, vehicle is switched to driving mode in parallel.
On the other hand, equal if revolution does not become, that is, if engagement member can not engage, power-transfer clutch Engagement Control unit 22 judgement engagement members can not be rejoined.According to this judgement, carry out same treatment as above.Be not increased because power-transfer clutch engages the judgement count value, be extended by power-transfer clutch Engagement Control unit 22 estimated time.
In the present embodiment, when after judgement beginning (namely, after beginning mobile engagement member) (that is to say when process is scheduled to estimated time, when through the predetermined connecting time), poor by between the revolution of each engagement member judges whether the engagement member of power-transfer clutch is engaged.By carrying out this judgement, even in the situation that there is not pressure sensor, whether the power-transfer clutch that also can easily and judge rightly successfully be engaged.And, do not extend estimated time by engage the judgement count value according to power-transfer clutch, can realize the joint of the engagement member of power-transfer clutch.That is, if because the low clutch oil temperature, rather than fault makes power-transfer clutch engage not success, and reattempting of repeating can improve oil temperature, thereby engagement member easily is engaged.This can remove the not engagement state that causes due to for example transient factor of low clutch oil temperature with power-transfer clutch, and power-transfer clutch becomes and can engage.Therefore, vehicle can travel with the suitable driving mode of the needs that are suitable for chaufeur.Be noted here that if preset in this case long estimated time, affect vehicle to the response of the needs of chaufeur.Therefore, according to the state prolongation estimated time of power-transfer clutch, allow to respond in time the needs of chaufeur.
When power-transfer clutch does not engage the judgement count value over predetermined value, clutch control unit 12 judgement power-transfer clutchs failures.
With reference to the above-mentioned control by the clutch control unit of Fig. 3 and flow chart description shown in Figure 4.
When above-mentioned power-transfer clutch engaged Licensing Model and is performed, the clutch control unit carried out the control as shown in diagram of circuit.
At first, in step S1, whether the car speed that clutch control unit decision chaufeur needs is higher than parallel connection judgement car speed, and at this parallel connection judgement car speed, series connection driving mode (or EV driving mode) should be switched to driving mode in parallel.If the car speed that chaufeur needs equals or higher than parallel connection judgement car speed (being), program proceeds to step S2.If the car speed that chaufeur needs judges car speed (no) lower than parallel connection, the series connection driving mode of vehicle maintenance itself (perhaps EV driving mode).
In step S2, synchronously beginning of the rotation of the engagement member of power-transfer clutch is used for being transformed into driving mode in parallel.In this case, the rotation of the first engagement member (engagement member of engine side) increases by electrical generator so that the rotary synchronous of itself and the second engagement member (engagement member of motor-side).
In step S3, judge whether the rotation of the first engagement member and the second engagement member is synchronized with each other.If each in their revolution (is) that program proceeds to step S4 in preset range.If revolution is outside preset range (no) still, turn back to step S2 in program.
In step S4, power-transfer clutch engagement command signal is transfused to, so power-transfer clutch Engagement Control unit begins to control.That is, power-transfer clutch Engagement Control unit is applying hydraulic pressure increasing the pressure on engagement member on engagement member 80, thereby begins to engage.Program proceeds to step S5.
In step S5, the unit 22 execution power-transfer clutchs joint judgements of power-transfer clutch Engagement Control are controlled.That is, begin to measure estimated time.Program proceeds to step S6.Step S4 and step S5 can carry out simultaneously.
At step S6, the judgement of the joint of engagement members is carried out in power-transfer clutch Engagement Control unit 22.That is, according to the pre-value estimated time after beginning to engage, whether the revolution of the first engagement member and the second engagement member in predetermined value, judges whether engagement member successfully engages.If through the revolution after estimated time in predetermined value (be), judgement successfully engages, and vehicle keeps its state constant.Program proceeds to step S10.
In step S6, if through the revolution after estimated time greater than predetermined value (no), power-transfer clutch Engagement Control unit 22 judges that engagement members are not also successfully engaged.This is because engagement member can not engage, and the joint of power-transfer clutch also do not complete, and makes power-transfer clutch be in the local engagement state, thus the production revolution difference.Program proceeds to step S7.
In step S7, the Engagement Control of power-transfer clutch Engagement Control unit termination power-transfer clutch is to discharge engagement member.Program proceeds to step S8.
In step S8, clutch mode control unit setpoint clutch does not engage judgement symbol.That is, sign=1.Program proceeds to step S9.
In step S9, the clutch mode control unit does not engage the judgement count value to power-transfer clutch and adds counting (this power-transfer clutch does not engage the judgement count value and is increased to N+1 from N).Under these conditions, vehicle is not switched to driving mode in parallel, but travels with series connection driving mode (or EV driving mode).Program proceeds to step S11.
In step S10, the power-transfer clutch that adds counting of resetting does not engage the judgement count value.Driving mode is switched to driving mode in parallel.
Above-mentioned steps S1 processes the control that is transformed into driving mode in parallel from the series connection driving mode to S10.Step S11 as described below relates to the control of the judgement of the whole power-transfer clutch engaged mode during travelling to S15.
In step S11, determine by the clutch mode control unit whether setpoint clutch does not engage judgement symbol, that is to say, sign whether=1.If sign=1(is), program proceeds to step S12.If it is no that sign is not equal to 1(), program proceeds to step S15.
In step S12, clutch mode control unit setpoint clutch engages prohibited mode.Program proceeds to step S13.
In step S13, the clutch mode control unit judges whether vehicle is static.If vehicle is static (being), program proceeds to step S14.If vehicle is not static (no), program turns back to step S11.That is, power-transfer clutch engages the prohibited mode continuation until vehicle stop.
In step S14, when vehicle stop, power-transfer clutch does not engage judgement symbol and is released.Program proceeds to step S15.
In step S15, clutch mode control unit setpoint clutch engages Licensing Model.By this processing, vehicle enters power-transfer clutch and engages Licensing Model.Therefore, if in series connection driving mode (or EV driving mode), the car speed that chaufeur needs judges car speed higher than parallel connection, and driving mode should switch to driving mode in parallel from series connection driving mode (or EV driving mode), thereby power-transfer clutch can be engaged.
That is, when clutch mode control unit setpoint clutch engaged prohibited mode, the clutch control unit did not make power-transfer clutch engage until vehicle becomes static.When setpoint clutch engages Licensing Model again after vehicle stop when the clutch mode control unit, the joint of clutch control unit execution power-transfer clutch.In this case, become the estimated time in the judgement of the joint of power-transfer clutch and be longer than the estimated time of pre-estimating, power-transfer clutch is more easily engaged.
In the present embodiment, as mentioned above, the clutch control unit carries out the Engagement Control of power-transfer clutch according to above-mentioned diagram of circuit.In this control, by after judgement beginning (namely, after beginning mobile engagement member) (that is to say when process is scheduled to estimated time, when through the predetermined connecting time) the revolution of each engagement member between poor, judge whether the engagement member of power-transfer clutch is engaged.By carrying out this judgement, even in the situation that lack pressure sensor, whether the power-transfer clutch that also can easily and judge rightly successfully be engaged.In addition, do not extend estimated time by engage the judgement count value according to power-transfer clutch, can realize the joint of the engagement member of power-transfer clutch.That is, if because the low clutch oil temperature, rather than fault makes power-transfer clutch engage not success, and reattempting of repeating can improve oil temperature, and engagement member easily is engaged.Can discharge so not engagement state of the power-transfer clutch that causes due to for example transient factor of low clutch oil temperature, and power-transfer clutch becomes and can engage.Therefore, vehicle can travel with the suitable driving mode of the needs that are suitable for chaufeur.Be noted here that vehicle is lowered the response of the needs of chaufeur if preset in this case long estimated time.Therefore, according to the state prolongation estimated time of power-transfer clutch, allow to respond in time the needs of chaufeur.
To control by the clutch control unit be described in more detail by the time chart in Fig. 5 and Fig. 6.
At first, with reference to Fig. 5, the success that power-transfer clutch engages is described.
At t=t0 to t1(except t1) series connection travel during, power-transfer clutch is in released state.At t=t0, do not have power-transfer clutch engagement command signal to be transfused to, and clutch pressure is also zero.Because in the present embodiment, power-transfer clutch does not arrange pressure sensor, so clutch pressure is based on estimation.At this moment, the moment of torsion of engine is large, and the moment of torsion of electrical generator is for negative.Can notice from these facts, the power of engine is for generating.As for revolution, vehicle is in the series connection driving mode and travels by motor.Therefore, the revolution of motor (Nm) is high, and the revolution of the engine (Ne) of generating is low.
At t=t1, the speed that vehicle needs becomes and equals or higher than moving velocity in parallel, and the clutch control unit begins to control.
At t=t1 to t2(except t2), the revolution of engine is increased to synchronize with the revolution of motor by power-transfer clutch revolution control unit.
At t=t2, the revolution of engine is synchronizeed with the revolution of motor, and power-transfer clutch revolution control unit judgement revolution is synchronous.Therefore, at t=t3, power-transfer clutch engagement command signal is imported into power-transfer clutch Engagement Control unit.
When t=t3 entered into power-transfer clutch Engagement Control unit, the power-transfer clutch Engagement Control by power-transfer clutch Engagement Control unit began, and begins simultaneously to measure estimated time at power-transfer clutch engagement command signal.When the power-transfer clutch Engagement Control began, clutch pressure began to rise, and the first engagement member and the second engagement member move on axis direction.At t=t4, engagement member contacts to begin the joint of power-transfer clutch.From this time forward, the pressure on power-transfer clutch further increases.
At t=t5, vehicle switches to engine with the source of propulsive effort from motor, thereby beginning oppositely between the moment of torsion of the moment of torsion of motor and engine.
At t=t6, the moment of torsion of motor and the moment of torsion of engine are definite value, and their moment of torsion is reverse.This state is continued until t=t7.From t=t5 to t=t7(except t7) processing during, the revolution of motor and engine is identical.
At t=t7, suppose through predetermined estimated time the revolution of the motor that power-transfer clutch Engagement Control unit has more detected and the revolution of engine.When their value was in predetermined range, power-transfer clutch Engagement Control unit judges engagement member engaged.Therefore, vehicle roughly is switched to driving mode in parallel.
In the situation that above-mentioned successful engaging clutch when being switched to engine, the rotation by engine and the rotation by motor are by synchronous when propulsion source.Therefore, slippage does not appear in the engine rotation.Therefore, approximate identical at the revolution of estimated time, and be included in preset range.
Then, the failure of the joint of power-transfer clutch is described with reference to Fig. 6.
At t=t0 to t=t3(except t3) processing during the program of the success that engages of program and above-mentioned power-transfer clutch identical, so omitted this program.
At t=t3, the power-transfer clutch Engagement Control by power-transfer clutch Engagement Control unit begins, and begins simultaneously to measure estimated time.When the power-transfer clutch Engagement Control began, clutch pressure began to rise, and each engagement member moves on axis direction, thereby power-transfer clutch is engaged.
From t=t3 until t=t5(except t5), because engagement member keep to separate, so different from situation shown in Figure 5, clutch pressure rose gradually in the starting stage.
At t=t5, drive source is switched to engine.Yet, because engaging, do not complete power-transfer clutch, cause the part engagement state, and the revolution of engine side begins to occur slippage.
At t=t6, the moment of torsion of motor and the moment of torsion of engine are definite value, and their moment of torsion is reverse.Yet revolution difference is along with the past of time little by little increases.Equally, to t=t6, clutch pressure just little by little rises at t=t5.
At t=t7, suppose through predetermined estimated time the revolution of the motor that power-transfer clutch Engagement Control unit has more detected and the revolution of engine.When their value was equal to, or greater than predetermined value, power-transfer clutch Engagement Control unit judges engagement member did not also engage fully.Therefore, cut off power-transfer clutch engagement command signal, and releasing clutch pressure.
In the situation that the joint failure of above-mentioned power-transfer clutch, when propulsion source was switched to engine, the rotation of engine produced slippage.Therefore, the difference between the revolution of the revolution of the engine of estimated time and motor enough large so that revolution difference not in preset range.Therefore, the judgement engagement member also is not engaged.
When judging that next time whether power-transfer clutch engages success, become the estimated time that is used for this judgement and be longer than from t=t3 until the time of t=t7, and need the longer time to be used for power-transfer clutch to engage.By doing like this, the engagement member of power-transfer clutch is more easily engaged, thereby power-transfer clutch is engaged.
In the present embodiment, as mentioned above, even in the situation that lack pressure sensor, also can be easily and judge rightly and by the control of being undertaken by the clutch control unit, the engagement member of power-transfer clutch is engaged.
To utilize Fig. 7 to describe the second embodiment of the present invention.In the present embodiment, the power-transfer clutch oil temperature when setting estimated time is also considered in power-transfer clutch Engagement Control unit.This is the difference with the first embodiment.
In the present embodiment, to compare with the estimated time that does not engage judgement count value (the first setting-up time) according to power-transfer clutch according to the estimated time (the second setting-up time) of the oil temperature of power-transfer clutch in power-transfer clutch Engagement Control unit, and the second setting-up time or the first setting-up time were set as estimated time, and whichsoever the time longer.In addition, according to estimated time of the oil temperature of power-transfer clutch and the coefficient that can multiply by them estimated time that do not engage the judgement count value according to power-transfer clutch to set estimated time.The oil temperature of power-transfer clutch Engagement Control unit inspection power-transfer clutch and obtain the oil temperature of this power-transfer clutch.As shown in Figure 7, the relation of the oil temperature of estimated time and power-transfer clutch is: the oil temperature of power-transfer clutch is higher, becomes estimated time shorter.That is, along with the oil temperature of power-transfer clutch rises, oil viscosity reduces, and engagement member becomes and more easily engages.Therefore, can shorten for the judgement joint is success or the not successful estimated time that spends.
On the other hand, power-transfer clutch does not engage the judgement count value and the relation of estimated time is: do not increase along with power-transfer clutch engages the judgement count value, extend estimated time, as shown in Figure 7.That is, it is higher that power-transfer clutch does not engage the judgement count value, the more difficult joint of power-transfer clutch.Therefore, become estimated time longer so that the power-transfer clutch joint is easier.
Power-transfer clutch Engagement Control unit obtains not engage with respect to the estimated time of the oil temperature of power-transfer clutch with respect to power-transfer clutch the estimated time that judges count value, compare these two kinds of estimated times, and estimated time that will be longer is as estimated time.According to this program, since according to being longer than at first the estimated time of oil temperature when not engaging the estimated time of judgement count value according to power-transfer clutch, according to being set to estimated time of oil temperature estimated time.Then, do not engage the estimated time of being longer than the estimated time that judges count value according to oil temperature according to power-transfer clutch, so it is set to estimated time.
As mentioned above, relatively these two kinds of estimated times, preferentially set as estimated time longer estimated time.Because this feature, in the present embodiment, can be more reliably and more correctly carry out judgement by power-transfer clutch Engagement Control unit, and can utilize single judgement that power-transfer clutch is engaged.That is, can more suitably set the schedule time according to the state of power-transfer clutch.
Embodiments of the invention are not limited to above-described embodiment.For example, in the above-described embodiments, described the switching from the series connection driving mode to driving mode in parallel, but be not limited to this.Be used for the switching from the EV driving mode to driving mode in parallel, same embodiment also is suitable for.In addition, according to the present embodiment, in driving mode in parallel, vehicle only utilizes engine to travel as drive source, but is not limited to this.Vehicle can utilize engine and motor to travel as drive source.
Having described power-transfer clutch is the embodiment of hydraulic clutch, but is not limited to this.Even magnetic clutch also can be controlled in the same way.
[industrial applicibility]
Can be used for motor vehicle driven by mixed power according to the clutch control device of motor vehicle driven by mixed power of the present invention.Therefore, can be applicable to vehicle manufacturing industry.
[letter or digital explanation]
1 vehicle
2 Power trains
3 wheels
4 motors
5 high-tension batteries
6 engines
7 output systems
8 power-transfer clutchs
9 electrical generators
10 convs
11 control units
12 clutch control unit (decision means)
21 power-transfer clutch rotation control units
22 power-transfer clutch Engagement Control unit
23 clutch mode control units
31 vehicle speed detection unit
32 motor revolution detecting units
33 engine revolution detecting units
80 engagement members
81 first engagement members (first clutch plate)
82 second engagement members (second clutch plate)
Claims (5)
1. clutch control device, described clutch control device is for separation and the Engagement Control of the power-transfer clutch that carries out motor vehicle driven by mixed power, described motor vehicle driven by mixed power has: be formed on propulsive effort bang path wherein, be used for propulsive effort is delivered to driving wheel from engine via described power-transfer clutch; With the rotational force bang path, in described rotational force bang path, electro-motor is connected between described power-transfer clutch and described driving wheel and is delivered to described driving wheel with the rotational force with described electro-motor; It is characterized in that,
Described power-transfer clutch comprises:
The first clutch plate, described propulsive effort is imported into described first clutch plate from described engine; With
Second clutch plate, described second clutch plate engage described first clutch plate to form described propulsive effort bang path;
Described second clutch plate is configured to the rotary synchronous with described electro-motor; And
described clutch control device has decision means, when described clutch control device is carried out the described separation of described power-transfer clutch and Engagement Control when switching to the second driving mode from the first driving mode, described first clutch plate in predetermined engagement time after beginning to engage described power-transfer clutch and the revolution difference of described second clutch plate are equal to or less than under the condition of predetermined value, the joint of the described power-transfer clutch of described decision means judgement is completed, in described the first driving mode, described vehicle only utilizes described rotational force bang path and travels, and described the second driving mode utilizes described propulsive effort bang path.
2. clutch control device as claimed in claim 1, is characterized in that,
When the joint of the described power-transfer clutch of described clutch control device judgement is not also completed, described clutch control device begins to repeat the joint of described power-transfer clutch, and the count value of the number of times of not completing according to the joint that judges described power-transfer clutch or proofread and correct described predetermined engagement time according to the oil temperature of described power-transfer clutch.
3. clutch control device as claimed in claim 2, is characterized in that,
The described count value that has judged the number of times that the joint of described power-transfer clutch is not completed is higher, and described predetermined engagement time becomes longer.
4. clutch control device as claimed in claim 2, is characterized in that,
The described oil temperature of described power-transfer clutch is higher, and described predetermined engagement time becomes longer.
5. clutch control device as claimed in claim 2, is characterized in that,
The described count value of the number of times that described clutch control device will not completed based on the joint that judges described power-transfer clutch and very first time of setting or based on the second time of the described oil temperature of described power-transfer clutch as described predetermined engagement time, and whichsoever the time longer.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011272804A JP5892315B2 (en) | 2011-12-13 | 2011-12-13 | Clutch control device for hybrid vehicle |
| JP2011-272804 | 2011-12-13 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103158694A true CN103158694A (en) | 2013-06-19 |
| CN103158694B CN103158694B (en) | 2016-01-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210536849.1A Active CN103158694B (en) | 2011-12-13 | 2012-12-12 | The clutch control device of motor vehicle driven by mixed power |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US8608616B2 (en) |
| EP (1) | EP2604880B1 (en) |
| JP (1) | JP5892315B2 (en) |
| CN (1) | CN103158694B (en) |
Cited By (2)
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| CN104554246A (en) * | 2013-10-22 | 2015-04-29 | 现代自动车株式会社 | Fail-safe control method for engine clutch actuator and apparatus thereof |
| CN106467110A (en) * | 2015-08-18 | 2017-03-01 | 丰田自动车株式会社 | Vehicle |
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| JP6079521B2 (en) * | 2013-09-13 | 2017-02-15 | 日産自動車株式会社 | Hybrid vehicle |
| KR101518900B1 (en) * | 2014-02-17 | 2015-05-11 | 현대자동차 주식회사 | Mode control apparatus of hybrid vehicle and control method thereof |
| KR102278348B1 (en) * | 2017-06-29 | 2021-07-19 | 현대자동차주식회사 | Vehicle and method for controlling the same |
| JP7163837B2 (en) * | 2019-03-20 | 2022-11-01 | トヨタ自動車株式会社 | Hybrid vehicle control device |
| CN110410491B (en) * | 2019-07-29 | 2020-08-18 | 北京航空航天大学 | Automatic transmission gear shifting control method and device |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2604880A1 (en) | 2013-06-19 |
| US20130150206A1 (en) | 2013-06-13 |
| US8608616B2 (en) | 2013-12-17 |
| JP2013123964A (en) | 2013-06-24 |
| JP5892315B2 (en) | 2016-03-23 |
| CN103158694B (en) | 2016-01-20 |
| EP2604880B1 (en) | 2017-06-07 |
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